TECHNICAL FIELD [0001] The present subject matter relates generally to an internal combustion engine for a motor vehicle. More particularly, the present subject matter relates to the internal combustion with reduced bearing instability.
BACKGROUND [0002] An. internal combustion (IC) engine comprises a cylinder head, abutting a cylinder block to form a combustion chamber where the burning of air fuel mixture occurs. The cylinder head comprises an intake port and an outlet port which allow the entry of air-fuel mixture and exit of burnt gases from the combustion chamber. The entry of air-fuel mixture to the combustion chamber and the exit of burnt gases are controlled by intake and exhaust valves which are configured to open and close based on the running cycle of the IC engine. The forces generated due to combustion of air fuel mixture is transferred to a piston which is capable of reciprocating inside the cylinder block, and this reciprocating motion is transferred to rotary motion of the crankshaft through a connecting rod by the slider crank mechanism. The reciprocating motion of the piston is converted to a rotational motion of the crankshaft. The crankshaft is supported by a crankcase of the IC engine. Generally, to enable rotation of the crankshaft, it is supported by a bearing assembly.
BRIEF DESCRIPTION OF THE DRAWINGS [0003] The detailed description is described with reference to the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0004] Fig. 1 illustrates the side view of an exemplary motor vehicle. [0005] Fig. 2 illustrates the isometric view of an internal combustion engine, in accordance with an embodiment of the present subject matter. [0006] Fig. 3 illustrates a side view of the internal combustion engine, in accordance with the embodiment of Fig. 2.
[0007] Fig. 4 illustrates an enlarged isometric view of internal combustion
engine with selected parts, in accordance with an embodiment of the present
TzSubiecLmattet-^ , ,, , ,. ., } } ,,.,, „—1 . . , -. : —

[0008] Fig. 5 illustrates a sectional view of the internal combustion engine
taken along axis A-A', in accordance with the embodiment of the present subject
matter as depicted in Fig. 3.
[0009] Fig. 6 illustrates an enlarged sectional view of the IC engine provided-
with the suppressor member, according to the embodiment of the present subject
matter.
[00010] Fig. 7 illustrates a side view of a suppressor member in accordance with
an embodiment of the present subject matter.
[00011] Fig. 8 illustrates an isometric view of the suppressor member, in
accordance with the embodiment of the present subject matter.
[00012] Fig. 9 (a) depicts a side view of the IC engine provided with a
suppressor member, in accordance with another embodiment of the present
subject matter.
[00013] Fig. 9 (b) depicts an isometric view of the suppressor member, in
accordance with the embodiment of Fig. 9 (a).
DETAILED DESCRIPTION [00014] Generally, in an internal combustion engine for a motor vehicle, a single piston is reciprocating inside the combustion chamber. The crankshaft connected to the piston is rotatably supported on the crankcase through a bearing assembly having a pair of rotary bearings. On one side, the bearing is press fitted on the crankcase through the outer race and the bearing is loosely fitted on the . crankshaft and a similar process is implemented on the other side of the crankshaft and the crankcase. Moreover, one side the bearing is press fitted into the crankcase half, and on the other side the bearing is press fitted on the crankshaft. Generally, this may result in some clearance between the bearing and the crankcase. Moreover, due to the combustion process that occurs in the engine, the crankshaft is acted upon by combustion loads transferred by the piston. Also, there is an effect of heating due to the combustion process. These loads are in turn transferred to bearings. This affect is especially higher during higher rotation per minute of the engine.

[00015] Due to the thermal load, bores provided on the crankcase to support the bearing get heated up. Owing to the thermal expansion of crankcase bores, the bearing fit gets loosened. This results in uncontrolled & undesirable motion/movement of the crankshaft and the bearings. This leads to vibration creating crank noise, and thereby also affecting durability of the parts. Additionally, due to the combustion loads, the crankshaft may deflect due to the inadequate joint stiffness between bearings and bores of the crankcase which is determinantal to the smooth performance & durability of the powertrain system; The oscillation of the bearings from side to side, referred to as hunting, during operation of the engine may.be caused due to wear and tear, or due to unavoidable defects. Such side to side movement would expedite reduction of life bearing and ancillary parts. Also, it causes unpleasant noise due to the movement of the bearing.
[00016] Generally, a push plug mechanism is known in the art that includes
multiple components like plate, spring, and push plug to address aforementioned
short comings in the bearing assembly. However, this requires multiple parts in
the system, which increases the manufacturing and handling cost. Further, the
assembly or the servicing process is tedious as it requires handling and assembly
of multiple sub parts. Any failure of missing such small component during
assembly of the powertrain would make the system obsolete retaining the
aforementioned short comings. Moreover, the spring used in the system may lose
its functional property over time deteriorating the performance of the system.
[00017] Thus, there is need for a superior internal combustion (IC) engine that is
capable of addressing the aforementioned and other short comings in the prior art.
[00018] The internal combustion engine should be capable of reducing the
crankcase noise due to the vibration from the bearing assembly. Also, the IC
engine should be capable of providing ease of assembly, reduced maintenance
time, and ease of handling while handling the bearing assembly portion.
[00019] Hence, the present subject matter provides an internal combustion that
is provided with a suppressor member and the IC engine is used with a two-
pwheeledppr— a-thijeeswheeled-motornveMclerT^

plurality of components including a crankshaft. The crankshaft is rotatably supported by one or more bearings. The first bearing is sandwiched between an outer diameter of the crankshaft and an inner diameter of an aperture provided on the one of the sides of the crankcase. The suppressor member is mounted to the crankcase. The suppressor member, which is single piece or an integrated member, minimizes/reduces axial float of the bearings and/or of the crankshaft. It is an aspect of the present subject matter that the suppressor member is capable of reducing any noise due to hunting and reduces any backlash of the bearings. Thus, the side to side movement of the bearing is reduced/eliminated and also, the life of the bearing and ancillary parts is improved.
[00020] The crankcase includes an outer lateral surface that may have an elevated portion, which is substantially outward with respect to an outer most surface (axial outer surface) of the bearing. It is an aspect that one end of the suppressor member is secured on the elevated portion through an integrated fastener that is capable of securing two-halves of the crankcase together. It is an aspect that the suppressor member is secured through an integrated mounting thereby does not require any additional mounting or machining of the crankcase of mounting the suppressor member.
[00021] It is an additional aspect that the suppressor member is disposed within a region defined by a wall portion provided on the outer surface of the crankcase, wherein the wall portion supports a cover member like a clutch cover mounted thereat. Thus, the suppressor member can be compactly and securely accommodated within the IC engine without need for any additional mounting space. Moreover, the suppressor member can be retrofitted into current engine configurations with ease and without the need for any modifications. [00022] It is an aspect that the suppressor member includes a stepped profile, wherein a mounting portion, provided on one end, is used for securing and a contact portion, which is other end, abuts an outer axial face of the bearing. Preferably, the suppressor member abuts an outer axial face of an outer race of the bearing member.

[00023] In one implementation, the mounting portion of the suppressor member is disposed rearward of a crankshaft axis and at a height from an imaginary horizontal line passing through the crankshaft axis.
[00024] It is a feature that the suppressor member is provided with a true length, which is substantially greater than a distance between the bearing (contact portion) and a point at which the suppressor member is secured. As per an embodiment, the aforementioned distance between the contact portion and the mounting portion is in the range of 0.6-0.9 times the true length of the suppressor members. The suppressor member is provided with sufficient length, to give a cantilever effect that is exerted on the bearings and the crankshaft. Also, within same distance, the suppressor member is provided with true length that is capable of widistanding any shearing force acting thereon due to resistance from the structure and a bending force exerted due to the movement of the bearing. [00025] It is an aspect that the suppressor member is capable of creating a reaction force whereby the movement of the bearing is either restricted or the bearing, along with the crankshaft, is pushed to its initial position due to reaction force caused due to bending of the suppressor member.
[00026] Further, the contact portion of the suppressor member is provided with a small area that abuts an outer race, to provide pressure selectively, whereby a proper contact with the bearing is provided to restrict the axial movement of the bearing and/or the crankshaft thereby providing reliable operation of the suppressor member. The present subject matter is applicable to bearings including a ball bearing, a cylindrical bearing, tapered-roller bearing, and any known bearing having similar characteristics of bearing.
[00027] It is a feature of the present subject matter that the suppressor member preferably made of a spring steel material or the like having a very high yield strength. Further, the suppressor member is provided with a thickness in the range of 1 to 1.5 millimeters that is capable of having the structure with the aforementioned true length being 1.1-1.7 times the distance between the mounting portion and the contact portion.

[00028] It is a feature that the suppressor member is an integrated member that is capable of having any geometrical shape including symmetric and asymmetric profile depending on the bearing diameter that is analogous to the size of the crankshaft.
[00029] The present subject matter along with all the accompanying embodiments and their advantages would be described in greater detail in conjunction with the figures in the following paragraphs.
[00030] Fig. 1 illustrates a two-wheeled vehicle (100), which is an exemplary motor vehicle, having an IC engine (101) that is vertically disposed. Preferably, the IC engine (101) is a single-cylinder type IC engine. The two-wheeled vehicle comprises a front wheel (110), a rear wheel (103), a frame member (102), a fuel tank (121) and seat (106). The frame member (102) includes a head pipe (111), a main tube (not shown), a down tube (not shown), and seat rails (not shown). The head pipe (111) supports a steering shaft (not shown) and two telescopic front suspension(s) (114) (only one shown) is attached to me steering shaft through a lower bracket (not shown). The two telescopic front suspension(s) (114) supports the front wheel (110). The upper portion of the front wheel (110) is covered by a front fender (115) mounted to the lower portion of the telescopic front suspension (114) at the end of the steering shaft. A handlebar (108) is fixed to upper bracket (not shown) and can rotate to both sides. A head light (109), a visor guard (not shown) and instrument cluster (not shown) is arranged on an upper portion of the head pipe (111). The down tube may be located in front of the IC engine (101) and extends slantingly downward from head pipe (111). The main tube is located above the IC engine (101) and extends rearward from head pipe (111). The IC engine (101) is mounted at the front by the down tube and connects the rear of the IC engine (101) at the rear portion of the main tube.
[00031] A fuel tank (121) is mounted on the horizontal portion of the main tube (112). Seat rails are joined to main tube and extend rearward to support a seat (106). A rear swing arm (not shown) is connected to the frame member (102) to swing vertically, and a rear wheel (103) is connected to rear end of the rear swing
arm (not shown). Generally, the rear swjbig_aniiJs..supporte,d-,bY^ar-mono-rear
JiJ=-h-i, L. b L rib tt H AI J u. / tT I TWl 5T ITa.- iJ

suspension (117) (as illustrated in the present embodiment) or two suspensions on either side of the two-wheeled vehicle. A tail light unit (not shown) is disposed at the end of the two-wheeled vehicle at the rear of the seat (106). A grab rail (105) is also provided on the rear of the seat rails. The rear wheel (103) arranged below seat (106) rotates by the driving force of the IC engine (101) transmitted through a chain drive (not shown) from the IC engine (101). A rear fender (127) is disposed above the rear wheel (103).
[00032] . Fig. 2 illustrates a perspective view of the IC engine (101) employing the embodiment of the present subject matter. The IC engine (101) is made up of a cylinder head assembly (203), a cylinder block (204), a cylinder head cover (202) and a crankcase (205). A piston axis (P-P') is either forwardly or reward inclined type. The crankcase (205) is made up of a left-side crankcase (206) and a right-side crankcase (207). The IC engine (101) rotatably supports plurality of components including a crankshaft (208), plurality of gears, etc. The rotational force from the crankshaft (208) is transferred to a drive sprocket (209) disposed on one lateral side of the IC engine (101). The IC engine (101) includes a clutch assembly (not shown), which is disposed on other lateral side thereof. A right-case cover (210) is mounted to the right-side crankcase (206) and the right-case cover (210) is capable of enclosing the clutch assembly. Further, the IC engine (101) includes an alternate current generator (ACG), or an integrated starter generator (ISG) collectively referred as an electric machine. A left-case cover (218) is provided that encloses the electrical machine and the left-case cover (218) mounted to one lateral side of IC engine (101).
[00033] The crankshaft (208) is rotatably supported by a first bearing (212) that
is sandwiched between an outer diameter of the crankshaft (208) and an inner
diameter of an aperture (211) provided on the left-side crankcase (206). Similarly,
a second bearing (not shown) is disposed about the right-side crankcase (207)
such that the second bearing is sandwiched between the outer diameter of the
crankshaft (208) (shown in Fig. 3) and an inner diameter of an aperture (211)
(shown in Fig. 3) provided on the right-side crankcase (207). Further, the IC
engine (101) includes a suppressor _memb_erJ3.0.Q,)_mounted Jo^theJeft-crankGase

(206) and the suppressor member (300) (shown in Fig. 3) includes a mounting
portion (305) (shown in Fig. 6) secured to the left-crankcase (206) and a contact
portion (310) (shown in Fig. 6) abutting the first bearing (212). The suppressor
member (300) minimizes/removes axial float of crankshaft (208) and of the
bearings (212) in the crankcase (205). For example, the suppressor member (300)
exerts pressure on the first bearing (208) (shown in Fig. 3) thereby holding the
first bearing (208) in the desired position.
[00034] Fig. 3 depicts a side view of the IC engine, in accordance with the
embodiment of Fig. 2. Fig. 4 depicts an exploded view of the suppressor member
(300), in accordance with the embodiment of Fig. 3. The IC engine (101) includes
a wall portion (214) provided on an outer lateral surface (215) of the left-side
crankcase (206) substantially surrounding the crankshaft (208) that has protruded
outward from the left-side crankcase (206), the first bearing (212), and other
ancillary components like the cam chain. The wall portion (214) is protruded
outward in lateral direction such that the wall portion (214) supports the left-case
cover (218) that is covering and protecting the components disposed on the outer
lateral side of the left-side crankcase (206). The outer lateral surface (215)
includes an elevated portion (217), which is substantially outward with respect to
an outer most surface (axial outer surface) of the first bearing (212), thus being at
an elevation with respect to the outer lateral surface (215) of the left-side
crankcase (206).
[00035] The suppressor member (300) (shown in Fig. 3) is secured on the
elevated portion (217) at a mounting point (230) through an attaching means
(350), which can be an integrated fastener that is capable of securing the left-side
crankcase (206) and the right-side crankcase (207) together and also securely
holds the suppressor member (300). The suppressor member (300) is disposed
within a region defined by the wall portion (214). The suppressor member (300)
can be compactly accommodated within the IC engine (101) without the need for
additional mountings space or portions and without any additional tooling or
machining additionally to be done. Thus, the suppressor member (300) can be
retrofitted into any IC1 en^e._^^er-arYaltematepembodiinentTrthe-attachhig ; ;

means (350) may be a dedicated element & not integrated with the mounting of the crankcase.
[00036] Fig. 5 depicts a cross-sectional view of the IC engine taken along axis A-A\ in accordance with the embodiment of Fig. 3. Fig. 6 depicts an enlarged view of a portion of the IC engine (101) depicted in Fig. 5. The suppressor member (300) includes a stepped profile. Referring to Fig. 5 & Fig. 6, the suppressor member (300) includes a mounting portion (305) through which the suppressor member (300) is secured to the elevated portion (217), which is at an elevation with respect to the outer lateral surface (215). The contact portion (310) extends inwards in the lateral direction towards the first bearing (212), abutting an outer axial face (213) (shown in Fig. 6) of the first bearing (212) in accordance with an embodiment.
[00037] The suppressor member (300) is provided with a stepped-profile such that a true length of the suppressor member (300) is substantially greater than a distance between the outer axial face (213) of an outer race (221) of the first bearing (212) and a point on the left-side crankcase (206) at which the suppressor member (300) is secured. The stepped-profile is depicted in Fig. 5, as a first imaginary line (225) is passing about the mounting portion (305) & is at a lateral off-set (Dl) from a second imaginary line (226) passing about the contact portion (310). The suppressor member (300) is acting as a cantilever member that is capable of putting pressure selectively on the first bearing (212). Also, any movement of the first bearing (212) and/or the crankshaft (208) in an axial direction, which is along the crankshaft axis (C-C) is suppressed by the suppressor member (300). Further, the suppressor member (300) is capable of creating a reaction force whereby the movement of the first bearing (212) is restricted and the first bearing is pushed to its initial position. The suppressor member (300) is having a distance (D2) shown in Fig 6, between a contact point on the first bearing (212) to the mounting axis on the left-side crankcase (206) and the distance (D2) is in the range of 0.6 to 0.9 times the true length of the suppressor remembers (300). This enables the suppressor member (300) to have stepped-profile and at the same time provide the cantilever effect. The true length

of the suppressor member is the linear length between the two extreme ends of the member; wherein one end if the mounting axis & other end if the contact portion with the bearing; when measured along the surface of the member i.e. the length of the suppressor member when it is not yet formed into a 3-dimensional contour or profile.
[00038] Further, the first bearing (212) includes an outer race (221) and an inner race (220). The inner race (220) will be abutting the crankshaft (208) and the outer race (221) will be abutting the aperture (211) formed on the left-side crankcase (206). The aperture is, typically, a hollow circular portion provided on the crankcase that is adapted to accommodate the bearings. The contact portion (310) of the suppressor member (300) is abutting an outward facing axial side of the outer race (221). The bearing can be a ball bearing, a cylindrical bearing, and any known bearing having similar characteristics of bearing. [00039] Fig. 7 depicts a side view of the suppressor member, in accordance with the embodiment of Fig. 6. Fig. 8 depicts a perspective view of the suppressor member in accordance with the embodiment of Fig. 7. The suppressor member (300) is preferably made of a spring steel material or the like. Further, the suppressor member (300) is provided with a thickness in the range of 1 to 1.5 millimeters. Further, the suppressor member (300) includes a first portion (315) and a second portion (320). The first portion (315) is disposed at angle, which is an acute angle, forming a first bend (325). The first bend (325) is further provided with a first dent portion (326) that makes the first bend (325) structurally strong. Furthermore, the second portion (320) is disposed at an angle with respect to the first portion (315) whereby a second bend (330) is formed. The second bend (330) is also provided with a second dent portion (331) that improves the structural strength of the suppressor member (350) at the second bend (330). The first dent portion (326) and the second dent portion (331) stretch the metal in those areas thereby holding tension thereat improving structural rigidity. The second portion (320) is substantially parallel to the mounting portion (305). The contact portion (310) extends from the second portion (330), wherein the contact portion is having substantially an S-shaped profile whereby the contact portion (310) Ifc-hJJuL—LHkHbLAJl- -JHJ7 LI > 1 U-l .S~TTi' .Ji- -

extends further offset forming small region that comes in contact with the first bearing (212). Thus, as per present embodiment, the suppressor member (300) has a dual step contoured profile. As per an alternate embodiment, the suppressor member can have a multi stepped contoured profile with one or more steps to enable achieving the best stiffness & compliance enabling achieving required holding force, reduced vibration, noise as well as ease of assembly & good durability over long time, as well as oscillatory & repetitive usage loads / movements.
[00040] The suppressor member (300) is further provided with one or more anti-
rotation portion(s) (335, 340) protruding outward and the anti-rotation portion(s)
(335, 340) is capable of engaging with the wall portion (214) whereby the
suppressor member (300) is secured in a desired orientation.
[00041] Fig. 9 (a) depicts a left side view of an exemplary IC engine, in
accordance with another embodiment of the present subject matter. Fig. 9 (b)
depicts an isometric view of a suppressor member, in accordance with the
embodiment as depicted in Fig. 9 (a). The IC engine (101) rotatably supports the
crankshaft (208). A first bearing (212) that is sandwiched between an outer
diameter of the crankshaft (208) and an inner diameter of an aperture provided on
the left-side crankcase (206). Further, the IC engine (101) is provided with a
suppressor member (400) mounted to the left-crankcase (206) and the suppressor
member (400) includes a mounting portion (405) (shown in Fig. 9 (b)) secured to
the left-crankcase (206) and a contact end (410) (shown in Fig. 9 (b) abutting the
first bearing (212). In the depicted embodiment, the suppressor member (400) is
mounted at a mounting point (230) on the crankcase (206), the mounting point
(230) is disposed rearward of a crankshaft axis (C-C) and at a height from an
imaginary horizontal line (227) passing through the crankshaft axis (C-C). Thus,
position of any component ancillary to the crankshaft (208) is not affected.
[00042] The suppressor member (400) includes a first portion (415) (shown in
Fig. 9 (b)) and a second portion (420). The first portion (415) is disposed at angle,
which is an acute angle, with respect to the mounting portion (405) forming a first
bend (425). The second portion (420) is disposed at an angle with respect to the
U=JzxJUb-JLRb .tLNAL - JM-'A.'LLIU±JL.. Lb'-il - -

first portion (415) whereby a second bend (430) is formed. The first bend (425) and the second bend (430) enable the suppressor member (400) to have a lengthier profile with a shorter displacement i.e. higher compliance (lower stiffness) whereby the suppressor member (400) can provide cantilever effect even with effective shorter displacement. Also, the suppressor member (400) is capable of retaining the structural profile even after repeated movement. [00043] The- contact portion (410) extends from the second portion (430), wherein the contact portion along with the second portion .(430) is having substantially an S-shaped profile whereby the contact portion (410) is capable reaching and covering at least a portion of the outer axial face of the first bearing (212). Further, the contact portion (410) includes an extended portion (411) that extends along the periphery of the first bearing (212) forming arc-shaped profile. The extended portion (411) provides improved contact with the first bearing thereby enabling improved suppression of vibration and retaining the first bearing (212) and the crankshaft (208) in the desired position even at high temperatures. As per an embodiment, the suppressor member (400) may be used in IC engines having first bearing (212) with larger diameter that requires better contact. In the depicted implementation, the extended portion (411) having an arc-shaped profile is extending towards one side. However, the extended member (411) may be provided to extend either symmetrically or asymmetrically with respect to the contact portion (410).
[00044] It will be appreciated that the present subject matter and its equivalent thereof offers many advantages, including those which have been described forthwith. Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.

List of reference signs:
100 vehicle 217 elevated portion
101 IC engine 218 left-case cover
102 frame member 220 inner race
103 rear wheel 35 221 outer race
104 tail light unit 225 first-imaginary line
105 grab rail 226 second-imaginary line
106 seat 230 mounting point

108 handlebar 300/400 suppressor member
109 headlight 40 305/405 mounting portion
110 front wheel 310/410 contact portion
111 head pipe 315/415 first portion
114 front suspension 320/420 second portion
115 front fender 325/425 first bend
117 rear suspension 45 330/430 second bend
121 fuel tank 350 attaching means
127 rear fender 411 extended portion
202 cylinder head cover C-C crankshaft axis
203 cylinder head assembly Dl lateral offset
204 cylinder block 50 D2 distance
205 crankcase P-P' piston axis
206 left-side crankcase
207 right-side crankcase ■
208 crankshaft
209 drive sprocket
210 right-case cover
211 aperture
212 first bearing
213 outer axial face
214 wall portion
215 lateral outward face __™

We Claim:
. An internal combustion engine (101) comprising:
a crankcase (205), said crankcase (205) made by a left-side crankcase (206) and a right-side crankcase (207); and
a crankshaft (208) rotatably supported by the crankcase (205) through one or more bearings, said one or more bearings includes a first bearing (212);
said internal combustion engine (101) includes a suppressor member (300, 400) adapted to apply pressure selectively on said first bearing (212).
. The internal combustion engine (101) as claimed in claim 1, wherein said suppressor member (300, 400) includes a mounting portion (305, 405) and a contact'portion (310, 410), said suppressor member (300, 400) is secured to an outer lateral surface (215) of said crankcase (205) through said mounting portion (305, 405), and said contact portion (310, 410) is capable of applying pressure on an outer axial face (213) of said first bearing (212).
. The internal combustion engine (101) as claimed in claim 1, wherein said suppressor member (300, 400) includes a stepped profile, said suppressor member (300, 400) includes a mounting portion (305, 405) disposed at an elevation with respect to a contact portion (310, 410) forming said stepped profile, said mounting portion (305, 405) is secured to an outer lateral surface (215) of said crankcase (205) at a mounting point (230), and said mounting point (230) is disposed rearward of a crankshaft axis (C-C) passing through said crankshaft (208), and is disposed at a height from an imaginary horizontal line (227) passing through said crankshaft axis (C-C).
. The internal combustion engine (101) as claimed in claim 1, wherein said
suppressor member (300, 400) includes a contact portion (310, 410) disposed
inwards in a lateral direction (RH-LH), with respect to a mounting portion (305,
405), said mounting portion (305, 405) and said contact portion (310, 410) are
b-hJLUt^„_L-BLL U H A i iU^ +-1-'' l .u. i -6 -1 *>-;- ^-L

disposed at a lateral off-set (Dl) with respect to each other, and said contact portion (310, 410) is adapted to abut at least an outer axial face (213) of said first bearing (212).
The internal combustion engine (101) as claimed in claim 1, wherein said suppressor member (300, 400) has a true length substantially greater than a distance (D2) between a contact point of said contact portion (310, 410) with said first bearing (212) and a mounting point (230) on the crankcase (205), and said distance (D2) is in the range of 0.6-0.9 times die true length of the suppressor member (300).
The internal combustion engine (101) as claimed in claim 1 or 3, wherein said suppressor member (300, 400) includes a first portion (315, 415) and a second portion (320, 420), said first portion (315, 415) is connected to and disposed at an acute angle with respect to said mounting portion (305, 405) forming a first bend (325, 425), and said second portion (320, 420) is connected to and disposed at an acute angle with respect to said first portion (315, 415) forming a second bend (330, 430) thereby forming said stepped profile of said suppressor member (300, 400), and wherein said first bend (325) includes a first dent portion (326), and said second bend (330) includes a second dent portion (331).
The internal combustion engine (101) as claimed in claim 1, wherein said suppressor member (400) includes a contact portion (410), said contact portion (410) includes an extended portion (411) adapted to abut at least a perimeter of an outer axial face (213) of the first bearing (212).
The internal combustion engine (101) as claimed in claim I, wherein the suppressor member (300, 400) is mounted to a mounting point (230) provided at an elevated portion (217) of said crankcase (205), said elevated portion (217) being substantially outward with respect to an outer axial face (213) of the first bearing (212).
The internal combustion engine as claimed in claim 1, wherein the suppressor member (300, 400) is disposed on an outer lateral surface (215) within a region
hi- I l.h L H bFTtt Al , - J U > 11 -ii~m & J- s-1-*1

defined by a wall portion (214), said wall portion (214) is at least partially protruded outward in lateral direction from an outer lateral surface (215), said wall portion (214) is surrounding said first bearing (212) and said suppressor member (300, 400), and said wall portion (214) adapted to support a case cover (218).
0. A motor vehicle (100) provided with the internal combustion engine (101) as claimed in any one of the preceding claims.